Electric traction of trains of vehicles upon rails.



No. s si,44a. Patented Nov. 6, I900.

GENTY. ELECTRIC TRACTION OF TRAINS OF VEHICLES UPON NAILS.

(Application filed May 8, 1900.)

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No. s6|,44a. Patented Nqv. 6, I900. L. GENTY.

ELECTRIC TRACTION OF TRAINS OF VEHICLES UPON RAILS. (Application filedMay 3, 1900.)

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No. 66|.448. Patented Nov. 6,- I900. L.-GENTY.

ELECTRIC TRACTION 0F TRAINS 0F VEHICLES UPON RAILS.

(Application filed May 8. 1900.\

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No. 66!,448. Patented Nov. 6, I900.

L. GENTY.

ELECTRIC TRACTION CF TRAINS 0F VEHICLES UPON RAILS.

(Application ma May 3, 1900.

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(Application filed May 8, 1900.)

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\ L. GENTY. ELECTRIC TRACTION OF TRAINS 0F VEHICLES UPON RAILS.

(Application filed May 3. 1900 (No Model.) 9 Sheata8haet 6.

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(Application filed May 3, 1900.)

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No. 66l,448. Patented'Nov. 6, I900.

L. GENTY.

ELECTRIC TRACTION 0F TRAINS 0F VEHICLES UPON RAILS.

{Application filed May 3, 1900.] M 9 Sheets-Sheet a.

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Paten'ied NW. 6., I900.

Nu. 66L448.

L. GENTY. ELECTRIC, TRACTION 0F TRAINS 0F VEHICLES UPON RAILS.

(Application filed May 3, 1900,)

(No Mod-oi.)

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UNITED STATES PAT NT OFFICE.

LUCIEN GENTY, OF MARSEILLES, FRANCE.

ELECTRIC TRACTION OF TRAINS QFVEHECLES UPON RAILS.

SPECIFICATION forming part of Letters Patent No. 661 ,448, datedNovember 6, 1900.

Application filed May 3, 1900- Serial No. 15,405. (No model.)

To all whom it may concern:

Be it known that I, LUOIEN GENTY, engineer, a citizen of France,residing at 61 Rue St. Jacques, Marseilles, Bouchesdu-Rhdne, France,have invented certain new and use ful Improvements in the ElectricTraction of Trains of Vehicles upon Rails, of which the following is aspecification.

My invention relates to certain improvements in electrictraction-railways; and it consists of the sundry combinations of devicessubstantially as hereinafter more fully disclosed, whereby'a singleattendant or motorman can readily control at a distance one or more setsof electric motors arranged upon a locomotive-engine or upon a number ofcars.

The invention is, moreover, applicable irrespective of the manner inwhich the electric current is supplied to the train.

The improved arrangement also permits the attendant simultaneously toreverse the direction of rotation of all the motors and afterward alsosimultaneously to operate all the transmitting devices to vary theconnecting up of the motors with each other and with the resistancessuited to the different speeds given the train.

The invention will be-best understood by reference to the accompanyingdrawings, in which Figure 1 is a diagram indicating the generaldisposition of the system as applied to the control of a train of fivecars. Fig. 2 illustrates the application of the same arrangement to asingle locomotive-engine. Fig. 3 is an axial vertical section of atransmitter. Fig. 4c is a corresponding elevation, and Fig. 5 asectional elevation, of the same at right angles to Fig. 3. Fig. 6 is apartly sectional and side View of the reversing controller mechanism,including piston, rack-gear, the. Figs. 7 and S are sectional views ofthe speed-indicator, Fig. '7 showing the upper part and Fig. 8 the lowerpart thereof. Figs. 9 and 10 represent the service-motorcontrolled bythe speed-notch indicator and in turn controlling the transmitter, Fig.9 being an axial vertical section of the motor-piston and Fig. 10 beinga cross-section of the service-motor and oil-brake; and Fig. 11 is apartly plan and partly horizontal sectional View thereof.

The diagram Fig.1 represents a train of five cars, the'two end cars andthe central car being provided with electric motors, as at B. Hence uponeach of these three cars there is arranged a receiver or controller ofany suitable construction, the three controllers or receivers B beingidentical. A transmitter A is arranged at each end of the train, so thatthe train may travel in either direction indiscriminately. The twotransmitters are connected with each other by a doublepipe system O andD, the pipes being arranged on the right and left of the train upon eachof the cars provided with suitable coupling devices, the receiver orcontroller being connected to both pipes C and D. It will readily beseen without any need to enter into a detailed description of theoperation of the system that the latter is applicable to a single car,it required. This alternative is dealt with in the diagram Fig. 2 theresult of such an arrangement being an electric locomotive capable ofbeing set in motion in either direction by means of a single receiver orcontroller located in the center and an electric motor B. It may here bepointed out that this controller could, but with difficulty, be operateddirectly by hand, inasmuch as the controllers herein contemplated areintended to distribute several hundred volts of electricity, andconsequently necessitate the use of considerable force for theiroperation.

In Figs. 3, 4i, and 5 is shown the transmitter A, which through a shortcoupling-tube a communicates with any suitable air-containing reservoir,the air being compressed to about eight kilograms, its object being tosend air at a predetermined pressure through either of the pipes or pipesystems 0 or I) and to maintain such pressure at a constant degreeirrespective of any lessening of pressure therein. The upper part ofthis transmitter consists of a case or chamber b, divided by twoflexible membranes or diaphragms 0 into three superposed compartments,the central compartment being entirely isolated from the upper and lowercompartments, com municating with each other through the channel c. Tothe diaphragms 0 there are suitably fittcd two valves fand both openingupward and balanced by means of the channels or ports 7t and L, wherebytheir piston ends are connected with the interior of the chamber 1)above and below the said diaphragms c. The valve f provides for openingand closing communication between the chamber Z) and the compressed-airreservoir via the junction or coupling tube a, while the valve g servesto open and close communication between said chamber and the atmosphere.A four-way cock interposed between the chamber 1) and the pipes Oand D,enables either of the following communications to be established, viz:Pipe 0 to be put in connection with chamber 1) and pipe D to communicatewith the atmosphere, or pipe 0 to communicate with the atmosphere andpipe D to communicate with chamber b, or both these connections may becut oil", which last position of the cock would result in stoppage ofthe operation, while the lirst movement of the cock etl'ects motion inone direction, for example, and the second adjustment of said cock givesmotion in the opposite direction.

It will readily be seen that the pressure prevailing in the chamber orcase 1) outside the diaphragms 0 must of necessity always be equal tothat present between the'said diaphragms, as if this should cease to bethe case the equilibrium would be destroyed and either of the valves or9 would he raised from its seat. When once the pressure in the centralpart has been determined, it will be understood that a constant pressurewill be produced and maintained in either of the pipes 0 or D,notwithstanding any lessening of the air-pressure in such pipes.

The central portion of the chamber 1) communicates with theair-reservoir through the tube is and through the medium of apressure-relievingeXpansion-regulator. This regulator consists of ahollow piston an, adapted to move within a cylinder n and having apassage or port 0' through its bottom 0, con trolled by a valve, toprovide for placing the central compartment of the chamber incommunication with the atmosphere, via a port or passage 0 through saidpiston and its own chamber and an outlet or opening 1) in said cylinder.The stem or rod q of the valve 0 is suitably guided within the casing ofthe regulator and carries a second valve q", arranged at its lower endto cut off or restore communication between the central compartment orspace between the two diaphragms c and the tube 7- of the compressed-airreservoir via passages or ports a spring r tending constantly to keepthe valve (1 down upon its lower seat. if nothing opposed the upwardmotion of the piston or, the pressure in said central space orcompartment would always be proportionate to the weight of such piston.

Suppose, for example, that the surface of the piston exposed to thepressure of the air contained in said central space were equal to tensquare centimeters. Then the pressure per square centimeter would beequal to onetcnth of the thrust exerted by the piston in, for if suchpressure should exceed that proportion the piston would be raised andthe central space placed in communication with the atmosphere. If,however, such pressure should be less than such proportion, thepreponderance of the thrust of the piston would force the valve stem orrod q downward, and compressed air would be admitted into saidcentralcompartment. Therefore by varying the piston thrust, as presentlydescribed, we shall have either in one or the other of the pipes C D, aswill readily be seen, a constant pressure equal to one-tenth of thethrust of the piston 072. Hence in order to obtain pressures varying,say, between nothing and four kilograms in said pipes it is necessary tovary the thrust of the piston on between nothing and forty kilograms. Toeffect this object, said piston is provided at its upper end with across-piece s, to which are connected the upper ends of two spiralsprings 6, counterbalanced by a counterpoise or weight a. To the lowerpart of each spring '6 is connected a flexible steel band v, applied orconnected to a segmental cam \V, keyed upon a spindle or shaft X,actuated by a lever 1 suitably secured to said shaft and arranged on oneside of the apparatus. This lever is fitted with a bolt or detent .2,capable of engaging any one of a series oi, preferably, lien notches ofa segmental rack 1. The tension of the springs t and the arc of themovement of the cam W are such that when said bolt or detent of thelever y is moved successively from notch to notch of said rack thepressure exerted upon the cross-piece s is increased or decreased,according to the direction 01 the movement of said lever, by fourkilograms. Each cam V? has applied thereto a counterpoise or weight 2,and the lever 1/ has a similar weight 3 attached thereto. The cams \V,together with their weights, jointly subject said springs to a stress ortension equal to twenty kilograms, while the counterpoise or weight 3 isinert when the lever is midway between the ends of its movements orstroke 8; but it takes away twenty kilograms at notch 0 and adds twentykilograms at notch 10. The object of this arrangement is to reduce thepull exerted upon the lever 1 in order to move it from one position toanother, since when in each of these posit ions said counterpoises orweights 2 and 3 jointly counteract the tension of the springs t. On thewhole, then, it will be seen that by o .)erating the cockj and placingthe leverin any one oi. the notches of the rack a predetermined pressuremay be maintained in either of the pipes U or D, such pressure remainingconstant no matter what may be the variations of pressure in the pipes.

The reversing piston mechanism shown in Fig. 6 comprises a piston 7,having its red provided with a rack l, engaging a toothed segment orsector 5, s uitablysecured or keyed to the shaft of a roll or drum 0,adapted to form the required connection between the induction-coils andarmaturcs of the motors lot) lIO

both for forward and rearward motion. The cylinder within which saidpiston 7 moves communicates at one end with the mainforward-1notion-tranemitting pipe 0 and at the other end with the mainrearward-motiontransmitting pipe D. When pressure is transmitted throughthe pipe 0, the piston 7 is forced home to the end of its stroke anduncovers the orifices or ports 8 in the cylinder, which communicatethrough pipe 9 with the speed-notch indicator-presently to be described.It will he understood that if the air had been brought up by the pipe Dthe piston 7 would have been driven to the opposite end of its strokeprior to uncovering the ports 8, and the rack a, by moving the toothedsegment 5, would have placed the piston in position for rearward motion.

Referring more especially to Figs. 7 and 8, showing the speed-notchindicator, let it be supposed that the drum or roll (5 is capable ofassuming ten different positions corresponding to the ten notches of thesegment 1 besides the position of rest corresponding to totalinterruption of the current. or drum must be transferred from oneposition to the succeeding one suddenly, but not until after having beenarrested for a time, so as to moderate the increase in the intensity ofthe current passing through the motors.

The speed-indicator mainly consists of a piston 10, the rod of which asit reciprocates works the service-motor. (See Figs. 9 and 10.) To theextremity of the rod is attached a cross-piece or head 11, from whichare suspended two rods 12, which raise the plate 13, Fig. 8, providedwith screw-bolts 14, which are arranged to lift another plate when theplate 13 has traveled a certain distance. This plate 15 in its turn willat the proper time likewise lift a plate 16, andso on. The number ofthese cast plates is equal to the number of notches in the segment 1-t'.e. in this instance, ten. All the plates are guided by a central rod 17.The piston as it descends successively releases the ten plates, whichcome to rest upon the head 18 of the rod 17. The object of thisarrangement is to permit the piston 10 to move intermittently, and itwill remain in each of its balanced positions until the pressure withinthe cylinder 19 is suffioient to enable it to lift another plate. Atthat momentit willsuddenly move a distance equal to the length of thescrew-bolts 14:, when it will be arrested by the weight of the nextfollowing plate, which it will not be capable of lifting until after thepressure within the cylinder 19 has risen to a predetermined degree. Asthe indicators of all the commutators are identical, all the pistons 10will move simultaneously and in parallel directions. The cylinder 19,containing the plates 13 15, 850., is filled with oil to deaden thenoise of the plates impinging upon each other. The cylinder 19communicates with the compressed-air pipes through the tube 9. Thiscommunication is either opened or closed by l Such roll a slide-valve20, which uncovers or covers the port 21, as the case may be. The saidslidevalve is cont-rolled by a differential piston or stem 22 23, theobject of which is to moderate the transmission of motion and to avoidany sudden overcharge of the electric motors.

But for the presence of the piston 23 the compressed air, beingdelivered under the piston 22, would lift the slide-valve and the piston10 would rise intermittently, but too quickly, and there would be a riskof burning the motor-arinatures. The duty of the piston 23 is to preventthe piston 10 from being liftedi. 6., to obviate an increase in theintensity of the current passing through the motorsas long as the trainhas not acquired a suflicient speed and as long as the current sentthrough the motors has not been diminished by the increased counterelectromotive force. To this end the said piston 23 is controlled by anelectromagnet 24:, through which passes a derived or shunt current sentinto the field-magnets. The armature 25 of this electromagnet issuspended from the end of a bell-crank lever 20', pivoted on the spindle27, the other end of which bell-crank actuates a bolt or pawl 28,whereof the beak engages with the rod of the piston 10 in each of itsbalanced positions, said rod having for that purpose notches 29. Apowerful spring constantly tends to distend to disengage the bolt 28from the piston-rodthat is to say, to lift the armature 25. The bolt 28engages near its end under a roller frame or case 31, connected with therod of a valve 32, which normally closes a conduit 33,0pening into thecylinder 19. This valve is retainednpon its seat by a suitably weightedspring. The chamber of said valve 32 com municaies, through a tube 3a,with the chamber of the piston The pressure in these chambers may notexceed a predetermined limit, owing to the provision of aspring-controlled valve 35. These chambers may be quickly placed incommunication with the atmosphere by a valve 36, the rod of which isarranged above a small arm 37, carried by the bell-crank lever 26. Aspring-controlled valve 33 is provided for the purpose of quicklyplacing the cylinder 19 in communication with the tube 9 whenever asudden depression occurs in this tube, it being immaterial, so far asthe operation of said valve is concerned, as relates to the position ofthe slidevalve 20at the time.

Having thus described the construction of the apparatus, let us see howit will enable the attendant or driver to conduct the train. At the timeof starting the driver pushes the lever 1 over as far as it will go, soas to raise the pressure in either of the air-pipes O or D, as may bedesired, to the maximum. As a result of this pressure, which isgradually added to through the port 21, the piston 10 begins to rise,raising the first plate 13, after which said piston is arrested for atime. The first movement of the piston 10 has brought the transmitter inits first position, say, in that ICC 4 cone-es where the electriccurrent is allowed to pass through the field-magnets with the lowestforce, the transmission between the rising movement of the said pistonand the circular displacement of the axis 56 of the trans mitter beingobtained through the medium of a service-motor, hereinafter described.The train accordingly starts, while at the same time the electromagnet24E attracts its armature 25 and the bolt 28 moves into position abovethe first of the notches 29. The air-pressure rapidly increases underthe piston 10. Indeed it increases too rapidly and would tend, if notchecked, to bring the transmitter too quickly to the position 2; but themoment the said piston commences to rise or ascend it lifts the bolt ordetent 28, pivoting on the lever 26. At the same time an n pwardmovement is imparted to therollerframe or case 31, consequently liftingand unseat/ing the valve 32. The air-pressure contained in the cylinder19 passes through the channel 34, acting upon the piston 23, cansing theslide-valve 20 to close. Hence piston 10 is maintained in its initialposition so long as the hook or beak of the pawl 28 retains its positionabove the first notch 29, or, in other words, so long as theelectromagnet- 24 attracts its armature 25 with a force suffieient toovercome the resistance or action of the spring 30, which action is soregulated that the equilibrium shall be restored when the counterelectromotive force has become sufficient to reduce the intensity of thecurrent to a predetermined degree. The instant this result is attainedthe armature 25 rises somewhat, the attraction of the electromagnetdecreases quickly, and the spring 30, as its pressure or force thuspreponderates, suddenly retracts the pawl 28. At the same time the arm37 engages the stem of the valve 36 with a force sufficient to unseatsuch valve, and thus to entirely remove air-pressure from the uppersurface of the piston .43. The piston 22 will now once more lift theslide-valve 20, and air being again admitted to and raising the piston10 another interval upward the transmitter will be moved to the positionas indicated by 2. The same operations are repeated in respect of eachof the ten notches of the transmitter in succession, so that thetransmitter may reach the position indicated by 10 without thepossibility of the current becoming suificiently intense to endanger themotors beingburned out. When the train has required a suitable oradequate speed, the attendant suitably manipulates the lever y andengages its detent or pawl with the re quired notch of the segment 1,which would indicate the speed he would seem to likely maintain. He canof course change the po sition of the throttle or lever 1 as occasionmay require, accordingly as the road is level or slopes upward ordownward at a greater or less angle.

To stop the train, it is only necessary to move the lever 11 back to thezero position,

when the air-pressure in the pipe system will instantly becomeexhausted, as also in the cylinder 19, via the valve 38. The piston 10will descend, replacing each of the plates 13, &c., in succession intheir normal position and restoring the transmitter to the Zeroposition.

On the arrival of the train at the terminus of the route the coc-kj isturned to the intermediate position, thereby cutting off allcommunication with the air-pressu re, the lever 11 being adjusted to thezero-notch. The motorman or attendant now proceeds to the opposite endof the train, (now the forward end,) where identical apparatus, as abovedisclosed, are arranged. I propose to fit the arrangement with anarresting-lock, whereof the key cannot be withdrawn unless the twolevers have been brought to the position which neutralizes the operationof the transmitter, the motorman in that case having charge of such key,so that he may set the transmitter in operation at the opposite end ofthe train.

In describing the service motor reference is had to Figs. 9, l0, and 11,which motor is controlled by the speed-notch indicator and itselfadapted to operate the transmitter.

The transmitter of powerful motors necessary for working railwaysdemands a somewhat considerable expenditure of power for theiroperation. This power cannot be derived from the motion of the piston 10of the speed-notch indicator without fatally affecting the sensitivenessof this device. Some external force must therefore be resorted to, andthis is derived from the compressed air contained in the reservoirs ofthe continuous brake mechanism arranged under each railway-carriage andfed from the main brakepipe. Now the auxiliary or service motor has forits object to utilize such force, so as to move the transmitter inaccordance with the indications of the rack of the piston of thespeed-notch indicator. This rack gears with a wheel 39, rigidly mountedupon a spindle or shaft a0, arranged at the upper part of thetransmitter. At its other end said shaft 40 carries a pinion 41,extending into the interior of a cylinder -l-2, said spindle ranging atright angles to the length of said cylinder. This cylinder is properlyfastened in a frame supported by the transmitter and contains atraveling open-ended cylinder or piston-rod 4E2, with its heads orpistons L3 a4; peripherally engaging the inner circumference of thecylinder 42, the rods 42 of which are hollow or form chambers havingcommunication by suitable piping with the brake air-reservoir. (Notshown.) lVithin said hollow piston-rods 42 is arranged a double orcompound slide-valve a7, controlling ports or ducts 45 L6 in the innerends of said piston-rods $2, with its stem adapted to be engaged anditself actuated by a rack 48, engaged by the pinion l-l, carried by theshaft 40, above referred to. The same air-pressure as prevails in theair-reservoirs of the ai r-brakes is constantly present in both of saidhollow piston-rods 42 containing said slide-valve 47 Thus the saidslide-valve is perfectly balanced and its actuation therefore requiresthe expenditure of but a very slight effort or forcesuch, for instance,as results from the intergearing or working of the rack and pinion 4148, respectively, controlled by the shaft 40, which in turn is operatedby the speed-notch indicator, as above stated.

From the foregoing it follows that when it is desired to effect apassage from one notch of the rack 48 to the succeeding one the shaft iscaused to suitably rotate with the pinion 41, the rotary movement ofwhich will be converted into a longitudinal movement of the slide-valve47.

Assuming now that the parts he moved toward the right-hand side of Fig.9, as a result, the valve 47 being carried by the said parts, the portswill open up communication with the pipe 49 of the air-reservoir throughthe medium of the hollow rod of the piston 43, and the compressed aircoming from the brake-reservoirs of the railway-carriage will act uponthe annular surface of the piston 43. Simultaneously communication willalso be established between the space or compartment of thepiston-chamber on the right-hand side of such piston and allow theconfined air therein to escape via the openin g 51, connecting thevalve-chamber an d the annular space 52 between the pistons, their rods,and the cylinder 42, said air finally passing out through the passage53. Both pistons 43 and 44 will in consequence be effectively driventoward the right-hand side and turn a vertical shaft 56 (shown in Fig.10) through the agency of the intergeared rack 54 and wheel 55, saidrack being carried in connection with said pistons and said shaftactuating a drum. (Not shown.) When the Wheel 41 stops at apredetermined notch, the rack 48 and the distributing-valve 47 are alsoarrested. The double piston 43 44, however, will continue its strokeunder the impact of its momentum and automatically reverse the directionof the compressed-air supply or feed through the ports 45 and 46, ports45 serving as outlet-ports and 46 as inlet-ports. The motion is inconsequence instantly stopped and said piston caused to return to itsstopping position, which is aided by the relative position of thedistributing-valve 47. To obviate any oscillation to either side fromsuch stopping position, the toothed wheel 55 is made to gear, on theopposite side of the rack 54, with another rack 57, Fig. 10, provided onthe oil-brake. This brake consists of a cylinder 58, suitably guided bya preferably cast-iron casing 59, integral with the main frame of theapparatus. This cylinder contains a stationary piston 60, carried by arod passing through said cylinder and secured to the machine-fran1e bymeans of nuts 61, screwed to the ends of said rod. This cylinder 58 isfilled with oil, which, owing to the space or clearance between saidpiston 60 and said cylinder,is permitted to pass from side to side ofsaid piston. This oil-brake is not intended to operate continuously, butso as to allow the wheel 55 rapidly and freely to revolve from one notchto the other and not to exert any braking action until such wheelassumes one of the positions corresponding to a speed-operating notch.To insure such interrupted action of said oil-brake, equidistant groovesare provided in the inner surface of the cylinder 58 and correspondinggrooves in the outer surface of the stationary piston 60. When the wheel55 arrives at a stopping-point, the ribs formed by the grooves of thestationary piston (30 will come opposite the ribs formed by the groovesof the cylinder 5b, whereby the space or passage pro vided for thepassage of the oil is almost entirely obstructed. In all intermediatepositions the ribs of the piston are opposite the grooves of thecylinder, whereby is provided a wide open sinuous passage to allow theoil to freely pass from side to side of the piston.

All accessory features may vary without departing from the principle ofthe invention.

Having now particularly described and ascertained the nature of thisinvention and in what manner the same is to be performed, I declare thatwhat I claim is 1. In electric tractionrailways,thecombination of anelectric inotor,compressed-air pipes one of which serves for forwardmotion and the other for rearward motion a transmitter for maintainingconstant pressure in one of said pipes, said transmitter having itsthrottie-lever adapted to engage a rack or notched bar, areversing-piston alternately acted upon by said pressure, a secondpiston, also actuated by the pressure from said transmitter, a seriesoffreely-movable heavy bodies or plates actuated by said second pistonan electrical controlling device for said second piston, and anauxiliary compressed-air motoigfitted with a brake, substantially asdescribed.

2. In apparatus of the characterdescribed, the combination of anelectric motor, compressed-air pipes, an air-pressure transmittercomprising a chamber and divided into three compartments by membranes orflexible diaphragins, the central compartment being independent of theother compartments and the latter connected together and with one ofsaid air-pipes, means for controlling communication between said lattercompartments and said air-pipe, means for the retention of thethrottle-lever of said transmitter as described, a reversing-pistonalternately actuated by the pressure from said transmitter, a secondpiston also subjected to the pressure from said transmitter, movableweights or plates actuated by said second piston, an auxiliarycompressed-air motor fitted with a brake, substantially as set forth.

3. In apparatus of the characterdescribed, the combination of anelectric motor, compressed-air pipes,an air-pressu re transmitter,comprising a chamber subdivided into sev eral compartments by membranesor flexible diaphragms, the central compartment being independent of theother compartments and the latter connected together and with one ofsaid air-pipes,and a pressure-regulatoradapted to maintainapredetermined constant pressure within the central compartment,substantially as set forth.

a. In apparatus of the character described, the combination of anelectric motor, compressed-ai r pipcs,an air-pressure transmitter,comprising a chambersubdivided into a nu m ber of compartments, thecentral one being independent of the other compartments, and the latterconnected together and with one of said air-pipes,and apressure-regulator,adapted to maintain a predetermined constant pressurewithin the central compartment, comprising a piston, having connectedthereto a spring suitably held in place, a counterpoise or weightadapted to counterbalance the tension of said spring and means effectingconnection between said spring and the throttle-lever of saidtransmitter,substantially as set forth.

5. In apparatus of the character described, the combination or" anelectric motor, compressed-air pipes, an air-pressure transmittersubdivided into a number of compartments, the central one beingindependent of the other compartments and the latter connected togetherand with one of said pipes, at pressure-regulator adapted to maintain apredetermined constant pressure within the central compartment,comprising a piston having a cross-piece to which are connected springs,a counterpoise or weight adapted to counter balance the tension of saidsprings, segments carried by the pivot of the throttle-lever of saidtransmitter, said springs having flexible band connections with saidsegments, and means for the predetermined retention in position of saidthrottle-lever, substantially as specified.

6. In apparatus of the character described, the combination of anelectric motor, compressed-air pipes, an air-pressu re transmitter,subdivided into a number of compartments, the central one beingindependent of the other compartments and the latter connected togetherand with one of said pipes, a pressure-regulator adapted to maintain apredetermined constant pressure within the central compartment,comprising a piston having springs connected thereto, a counterpoise orweight adapted to the tension of said springs, segments carried by thepivot of the transmitter throttle-lever, said springs having flexibleband connect-ions with said segments, and a pressure-regulating valveadapted to control the pressure between said central compartmentoif thetransmitter and the air reservoir, substantially as set forth.

7. In apparatus of the character described, the combination of anelectric motor, compressed-air pipes, a transmitter, a pressureactnatedpiston arranged in connection with said air-pipes and electricalcurrent-controlling mechanism, comprising a cylinder having a piston andaboutcentrally havingpipe connection with the chain berofsaidpressureactuated piston, and with its ends connected to said air-pipes,a rotary drum or roller adapted to form connection between theinduction-coils and arn'iatures of said electric motor, and intermediatemotion-transmitting mechanism between the piston of said cylinder andsaid rotary drum, substantially as set forth.

8. In apparatus of the character described, the combination of anelectric motor, compressed-air pipes a transmitter, anair-pressure-actuated piston arranged in connection with said air-pipes,and electrical currentcontrolling mechanism comprising a cylinder havinga piston and about centrally having pipe connection with the chamber ofsaid pressure-actuated piston, and with its ends connected to saidair-pipes, a rotary drum or roller adapted to form connection betweentheinductioi'i-coils and armatures otsaid electric motor, said cylinderpiston-rod and drumshaft being intergeared, substantially as set forth.

9. In apparatus of the character described, the combination of anelectric motor, a transmitter, compressed-air pipes connected to saidtransmitter, and a speed-indicator comprising an air-pressure-actuatedpiston connected up with said air-pipes, a plurality or se ries ofweights loosely arranged on bolts or stems, and rods adapted to becarried by said piston and connected up with said looselyarrangedweights, substantially as set forth.

10. In apparatus of the character described, the combination of anelectric motor, a transmitter, compressed-air pipes connected to saidtransmitter, and a speed-indicator comprising an air-pressure-actuatedpiston connected up with said air-pipes, a plurality or series ofweights loosely arranged upon bolts or stems, rods carried by saidpiston and connected up with said loosely-arranged weights, anelectromagnet, a bell-crank lever controlled by said magnet, and havinga pawl or detent adapted to engage said piston,means to normally effectsuch engagement of said pawl a differential valve and air-inlet valvecontrolled thereby, and a third valve controlled by said pawl andadapted to establish communication between the chambers of said pistonand ditterential valve and the atmosphere, substantially as set forth.

1].. In apparatus of the character described, the combination of anelectric motor, a trans mitter, compressed air pipes connected to saidtransmitter, and a speed-indicator comprising an air-presstire-actuatedpiston connected up with said air-pipes, a series of weights looselyarranged upon bolts or stems,

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- rods carried by said piston and connected up with saidloosely-arranged weights, an electromagnet, a bell-crank levercontrolled by said magnet and having a pawl or deteut adapted to engagesaid piston, a spring to effect such engagement of said pawl with saidpiston, a valve adapted to be controlled by said pawl or detent, adifferential valve and an inlet-valve controlled thereby, and anexhaustvalve, said detent-controlled valve adapted to establishcommunication between the chambers of said differential valve and pistonand the atmosphere, substantially as set forth.

12. In apparatus of the character described, the combination of anelectric motor, a transmitter, compressed-air pipes connected to saidtransmitter, an air-pressure-controlled piston also adapted to beactuated by airpressure and an auxiliary or service motor comprising acylinder, its double piston having tubular or hollow rods, adapted toreceive air from the air-brake reservoir, said hollow piston having twoseries of air passages or ports, and a double-acting slideval vearranged in the chambers of said pistons and adapted to control said twoseries of air passages or ports and, itself, controlled by saidair-pressure-controlled piston, substantially as set forth.

13. In apparatus of the character described, the combination of anelectric motor, a transmitter, compressed-airpipes connected to saidtransmitter, an air-pressure-controlled piston also adapted to beactuated by air-pressu re, an auxiliary or service motor comprising acylinder, its double piston having tubular piston-rods adapted toreceive air from the airbrake reservoir, said hollow piston having twoseries of air passages or ports, a doubleacting slide-valve arranged inthe chambers of said pistons and adapted to control said two series ofpassages or ports and itself, controlled by said air-pressure-controlledpiston, and a brake comprising a circumferentially grooved or ribbedcylinder adapted to be engaged bya rack on said hollow or tubularpiston, a peripherally ribbed or grooved disk or piston suitably fixedin position and adapted to engage the inner circumference of said ribbedor grooved cylinder, said cylinder adapted to contain a liquid,substantially as described.

In testimony whereof I have hereunto set my hand in presence of twosubscribing witnesses.

LUOIEN GENTY.

Witnesses:

ALLAN MAc'nAitLANE, R. K. Fnsrr.

